U.S. patent application number 10/269590 was filed with the patent office on 2003-06-26 for diagnostic system and method to temporarily adjust fuel quantity delivered to a fuel injected engine.
Invention is credited to Koerner, Scott A..
Application Number | 20030120417 10/269590 |
Document ID | / |
Family ID | 24733390 |
Filed Date | 2003-06-26 |
United States Patent
Application |
20030120417 |
Kind Code |
A1 |
Koerner, Scott A. |
June 26, 2003 |
Diagnostic system and method to temporarily adjust fuel quantity
delivered to a fuel injected engine
Abstract
The present invention provides a system and method to adjust
temporarily the quantity of fuel delivered to the cylinders of a
fuel injected engine. The present invention allows a service
technician to temporarily adjust the quantity of fuel being
delivered to each cylinder or all cylinders of an internal
combustion engine. The system includes an internal combustion
engine having therein an electronic control unit capable of
controlling the fuel quantity delivered to each cylinder and a
general service computer connectable thereto and capable of
transmitting data to the ECU. When instructed by the service
technician, the service computer sends signals to the ECU to adjust
fuel injector data to the fuel injectors of so as to increase or
decrease the amount of fuel being delivered to the fuel injected
engine.
Inventors: |
Koerner, Scott A.; (Kenosha,
WI) |
Correspondence
Address: |
Cook & Franke S.C.
660 East Mason Street
Milwaukee
WI
53202
US
|
Family ID: |
24733390 |
Appl. No.: |
10/269590 |
Filed: |
October 11, 2002 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
10269590 |
Oct 11, 2002 |
|
|
|
09681005 |
Nov 13, 2000 |
|
|
|
6549843 |
|
|
|
|
Current U.S.
Class: |
701/104 ;
123/480; 701/114; 701/115 |
Current CPC
Class: |
F02D 41/2487 20130101;
F02D 41/2422 20130101; F02D 41/2467 20130101 |
Class at
Publication: |
701/104 ;
701/114; 701/115; 123/480 |
International
Class: |
F02D 041/26 |
Claims
What is claimed is:
1. A system to regulate fuel delivered to a fuel injected engine,
comprising: an electronic control unit (ECU) connected to a
plurality of sensors and capable of receiving data from each of the
plurality of sensors and connected to a plurality of engine
components of a fuel injected engine, wherein the plurality of
engine components include a number of fuel injectors; a service
computer connected to the engine control unit having therein a
computer readable storage medium having thereon a computer program
that when executed causes the service computer to transmit signals
to the ECU to temporarily control fuel quantity delivered to the
fuel injected engine.
2. The system of claim 1 wherein the computer program when executed
causes the service computer to read injector data from memory of
the ECU, modify the injector data, and write the modifying data to
the ECU.
3. The system of claim 1 wherein the computer program when executed
further causes the service computer to prompt a user selection of
at least one cylinder to adjust the fuel quantity delivered
thereto.
4. The system of claim 3 wherein the computer program when executed
further causes the service computer to prompt a user to input a
degree of adjustment to the fuel quantity delivered to the at least
one cylinder.
5. The system of claim 4 wherein the computer program when executed
further causes the service computer to receive the degree of
adjustment and to modify the injector data using the degree of
adjustment.
6. The system of claim 5 wherein the computer program when executed
further causes the service computer to write the injector data as
modified to memory of the ECU.
7. The system of claim 1 wherein the service computer is a portable
computing device and the fuel injected engine is incorporated into
an outboard motor.
8. The system of claim 7 wherein the fuel injected engine is a
two-cycle engine.
9. The system of claim 7 wherein each of the number of fuel
injectors is configured to deliver gasoline that is entrained in a
gas.
10. The system of claim 7 wherein each of the number of fuel
injectors is configured to deliver gasoline that is not entrained
in a gas.
11. The system of claim 7 wherein each of the number of fuel
injectors is configured to deliver gasoline by a pressure
surge.
12. The system of claim 7 wherein each of the number of fuel
injectors is configured to deliver gasoline by a pressure
differential.
13. The system of claim 7 wherein the ECU determines an injector
pulse width indicative of firing time of at least one cylinder of
the fuel injected engine wherein a modification of the injector
pulse width causes a change in the fuel quantity delivered to the
fuel injected engine.
14. The system of claim 13 wherein the computer program of the
service computer receives a user input to temporarily modify the
injector pulse width and change the firing time of at least one
cylinder of the fuel injector engine.
15. A diagnostic machine to modify fuel flow in a fuel injected
engine of an outboard motor, comprising: a communication interface
connectable to an ECU of an outboard motor having a fuel injected
engine; a processor connected to the communication interface
capable of receiving fuel injector data from the ECU and
transmitting an adjustment value to the ECU; and a computer
readable storage medium having thereon a computer program that when
executed by the processor causes the processor to determine the
adjustment value, wherein the adjustment value is indicative of a
change in fuel injector firing time of at least one identified fuel
injector.
16. The diagnostic machine of claim 15 wherein the computer program
when executed causes the processor to receive fuel injector
coefficients from the ECU and create a modified pulse width to
modify fuel flow to at least one cylinder.
17. The diagnostic machine of claim 16 wherein the fuel flow to the
at least one cylinder is defined by a third-order polynomial.
18. The diagnostic machine of claim 17 wherein the computer program
when executed causes the processor to adjust at least one term of
the third-order polynomial.
19. The diagnostic machine of claim 15 wherein the computer program
when executed further causes the processor to prompt a user for at
least one user input.
20. The diagnostic machine of claim 19 wherein the at least one
user input includes a user selection of at least one engine
cylinder and a desired magnitude and direction of fuel
adjustment.
21. The diagnostic machine of claim 20 wherein a positive magnitude
of adjustment increases the pulse width and a negative magnitude of
adjustment decreases the pulse width.
22. The diagnostic machine of claim 21 wherein an increase in the
pulse width increases the fuel quantity flow to the engine cylinder
and a decrease in the pulse width decreases the fuel flow to the
engine cylinder.
23. A method to adjust fuel quantity delivered to a fuel injected
engine comprising the steps of: (A) connecting a diagnostic machine
to an ECU of a fuel injected engine; (B) selecting at least one
injector having an injector pulse width associated therewith; (C)
modifying the injector pulse width based upon at least one user
input; and (D) transmitting the modified injector pulse width of
the at least one injector to the ECU of the fuel injected
engine.
24. The method of claim 23 comprising the step of applying the
modified injector pulse width to the fuel injector data of the fuel
injected engine.
25. The method of claim 24 further comprising the step of writing
the modified fuel injector data to the ECU.
26. The method of claim 25 further comprising the step of repeating
steps (A)-(D) as desired by a user for any remaining engine
cylinders.
27. The method of claim 23 wherein the fuel injected engine is an
outboard marine engine.
28. The method of claim 23 wherein the at least one injector has a
fuel flow defined by a third-order polynomial.
29. The method of claim 28 further comprising the step of adjusting
at least one term of the third-order polynomial.
30. A method to adjust fuel quantity delivered to a fuel injected
engine of an outboard motor comprising the steps of: receiving
operating parameters of a fuel injected engine; determining fuel
flow based on the operating parameters of the fuel injected engine;
and modifying the fuel flow of at least one injector to temporarily
adjust the fuel quantity delivered to the fuel injected engine.
31. The method of claim 30 further comprising the step of writing
the modified fuel flow to an ECU of the fuel injected engine.
32. The method of claim 30 wherein the step of modifying the fuel
flow includes the step of adjusting a pulse width for the at least
one injector and applying the adjusted pulse width to the fuel
flow.
33. The method of claim 32 further comprising the step of changing
at least one term of the third-order polynomial.
34. A system to adjust fuel injector data of a fuel injected engine
incorporated in an outboard motor comprising: means for
communicating with an ECU of a fuel injected engine; means for
identifying and selecting at least one engine cylinder having an
injector pulse width associated therewith; means for receiving at
least one user input; means for modifying the injector pulse width;
and means for communicating the modified injector pulse width to
the ECU of the fuel injected engine.
Description
BACKGROUND OF THE INVENTION
[0001] The present invention relates generally to diagnostic
systems for fuel injected engines and, more particularly, to an
apparatus and method to adjust the fuel quantity delivered to each
cylinder of a fuel injected engine.
[0002] Fuel injected engines inject a known quantity of fuel into
each cylinder during engine operation based on engine speed, load,
engine temperature, air temperature, barometric pressure, and other
measurable parameters. This known quantity of fuel is determined
for each engine operating point by technicians skilled in the art
of internal combustion engines and design, and is a sufficient
quantity to cause the engine to run well at each operating point
despite numerous manufacturing tolerances that may be encountered.
If the engine is not functioning properly, it could be that the
wrong quantity of fuel is being delivered to one or more of the
cylinders due to a malfunctioning component. It could also be the
case that for some other unknown malfunctioning component, the
engine requires more or less fuel at a given operating point than a
properly functioning engine. While this is not catastrophic, if
operated over time with an insufficient amount of fuel being
delivered to the engine cylinders, excessive wear and/or breakdown
of the engine can occur.
[0003] When an engine is not functioning properly, it is most often
brought to a knowledgeable and skilled technician for diagnosis and
repair. It is often very helpful in the diagnosis of a
malfunctioning engine to know if one or more of the engine
cylinders is not receiving the desired quantity of fuel. Unlike a
carbureted engine, there are no screws in a fuel injected engine
for the technician to use to adjust the air/fuel mixture that is
delivered to each cylinder. At present, there are no tools which
allow technicians to make adjustments to the fuel quantity of a
fuel injected engine. Thus, it is very difficult to determine
whether the quantity of fuel each cylinder is receiving is the
correct amount.
[0004] The present invention is for use in an unique diagnostic
system for fuel injected engines. Such a system must allow a
technician to temporarily adjust the quantity of fuel delivered to
each cylinder of the engine. However, it is important to maintain
only a temporary change in fuel delivery as a permanent change
could violate EPA emission guidelines. It is also important for a
technician to be able to precisely adjust the amount of fuel being
delivered to the engine cylinder.
[0005] It would therefore be advantageous to have a diagnostic
system that allows for temporary adjustment of the fuel quantity
being delivered to a fuel injected engine.
SUMMARY OF THE INVENTION
[0006] The present invention provides a system for adjusting the
fuel quantity delivered to each cylinder of a fuel injected engine.
The present invention also provides a means for increasing or
decreasing the on-time of a fuel injector of the engine. Further,
the present invention provides for storing any change in the
operating parameters in the internal memory of the engine's
electronic control unit (ECU). All of which overcome the
aforementioned shortcomings.
[0007] In accordance with one aspect of the invention, a diagnostic
system is provided for use with a fuel injected engine. A service
computer is connected to an engine control unit of the fuel
injected engine. The service computer has a computer readable
storage medium having thereon a computer program that when executed
receives operating data of the fuel injected engine from the
engine's ECU. The ECU receives the operating data from a plurality
of sensors connected thereto. The plurality of sensors provide
operating data of the fuel injected engine including engine speed,
load, engine temperature, air temperature, and barometric pressure.
The ECU is further connected to a plurality of engine components
including a number of fuel injectors. Upon receipt of data from the
service computer, the ECU alters the fuel quantity being delivered
to the fuel injected engine.
[0008] In accordance with another aspect of the invention, a
diagnostic machine for use with a fuel injected engine of an
outboard motor is provided. The diagnostic machine includes a
communications interface connectable to an ECU of a fuel injected
engine. The communications interface transmits fuel injector data
from the ECU to a processor. The processor is connected to a
computer readable storage medium of the diagnostic machine having
thereon a computer program that when executed causes the processor
to determine an adjustment to fuel injector firing time and further
transmit that adjustment to the ECU.
[0009] In accordance with yet another aspect of the invention, a
method to adjust fuel quantity being delivered to a fuel injected
engine is disclosed. The method includes the steps of connecting a
diagnostic machine to an ECU of a fuel injected engine. Fuel
injector data of the fuel injected engine is then transmitted from
the ECU to the diagnostic machine. Next, the method selects at
least one engine fuel injector controlled by a control signal
having a corresponding pulse width. The method next modifies the
injector pulse width based upon at least one user input wherein
modification of the injector pulse width results in an adjustment
to the fuel quantity being delivered to the fuel injector. The
method then transmits the modified injector pulse width of the fuel
injector to the ECU of the fuel injected engine where, ultimately,
the modified injector pulse width is stored in memory of the
ECU.
[0010] Another aspect of the present invention provides a system
and method for adjusting the fuel quantity being delivered to a
fuel injected engine of an outboard marine motor. The method
includes the steps of receiving operating parameters of a fuel
injected engine, determining the fuel flow of at least one fuel
injector based on the operating parameters of the fuel injected
engine, modifying the fuel flow of the fuel injector thereby
temporarily adjusting the amount of fuel being delivered to the
fuel injected engine.
[0011] Various other features, objects and advantages of the
present invention will be made apparent from the following detailed
description and the drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0012] The drawings illustrate one embodiment presently
contemplated for carrying out the invention.
[0013] In the drawings:
[0014] FIG. 1 is a block diagram of a fuel injected engine
incorporating the present invention.
[0015] FIG. 2 shows a family of performance curves of fuel
injectors which follow a second order polynomial.
[0016] FIG. 3 shows a family of performance curves of complex fuel
injectors which follow a third order of polynomial.
[0017] FIG. 4 is a perspective view of a fuel injected outboard
marine engine having an ECU in communication with a portable
processing unit, incorporating the present invention.
[0018] FIG. 5 is a flow chart showing an implementation of the
present invention for use with the apparatus of FIGS. 1 and 4.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0019] The operating environment of the present invention will be
described with respect to a 2-cycle outboard marine engine as best
shown in FIG. 4. However, it will be appreciated that this
invention is equally applicable for use with a 4-cycle engine, a
diesel engine, or any other type of fuel injected engine.
[0020] It is well known in the art that the torque of an engine,
the engine speed, engine emissions, and engine temperature can be
optimized by adjusting the amount of the fuel applied to the
cylinders and the time at which that fuel is ignited by using fuel
injectors such as that disclosed in U.S. Pat. No. 5,687,050. The
amount of fuel injected into an engine cylinder is typically
controlled by a width of a control signal pulse applied to the fuel
injector to hold it open for a predetermined period of time and
then allowing it to close, thus allowing only a particular quantity
of fuel to be injected into the cylinder. However, unlike a
carbureted engine which has fuel/air mixture screws, there is no
mechanism to adjust the amount of fuel delivered to each cylinder
of a fuel injected engine. Adjusting the width of the control pulse
applied to the fuel injector either results in an increase or
decrease in the quantity of fuel delivered to the engine
cylinder.
[0021] Referring now to FIG. 1, a block diagram is shown of an
internal combustion engine assembly 20 having a central ECU 30
which receives inputs such as engine speed from RPM sensor 32 and
throttle position from sensor 34. It will also be appreciated, that
one of the primary purposes of an ECU in an engine application is
to control the ignition firing and timing of the ignition circuit
36 by receiving a control signal from ECU 30 on line 38. As shown,
the control signal from ECU 30 also controls the firing of each
cylinder as indicated by lines 40, 42, 44, 46 and 48. ECU 30
further provides a control signal by means of line 50 to the fuel
injectors via fuel injector solenoids as indicated at 52, 54, 56,
58, 60, and 62. Thus, each cylinder of an internal combustion
engine receives both an ignition firing signal and a fuel injection
signal from the ECU 30.
[0022] In addition to those functions provided by an engine ECU in
the past, the ECU used in current engines will further include a
memory which may typically be a read-only memory 64 for storing a
third-order equation such as ax.sup.3+bx.sup.2+cx+d=0 and a
read/write memory 66 having storage locations associated with each
cylinder of the engine for storing the coefficient data
specifically associated with each fuel injector to provide fuel to
that particular cylinder. The coefficient data is used in the
aforementioned third-order equations stored in read-only memory 64.
Thus, depending upon the throttle setting and the corresponding
RPM, the equation in read-only memory 64 is provided to
microprocessor or calculator 68 of ECU 30 along with the
appropriate coefficient data of the third-order equation associated
with the cylinder for which the volume of fuel is being determined.
Microprocessor 68 then uses the equation and the corresponding
coefficient data to calculate the necessary pulse width and provide
the requisite amount of fuel to the appropriate fuel injection
52-62 to achieve efficient engine operation.
[0023] To aid in understanding the operation of these complex fuel
injectors and the requirement of using advanced calculations to
determine pulse width, over those fuel injectors used in the past,
reference is made to the set of curves illustrative of fuel
injector performance of earlier less complex fuel injectors. As
shown in FIG. 2, an increase in pulse width results in an increase
in fuel flow in a rather predictable manner as shown by the
second-order polynomial curves 70, 72, 74, and 76 representing four
individual fuel injectors, as used in a four-cylinder engine. It is
clear from each of these curves that if the fuel flow associated
with a particular pulse width is known at several different, but
known, pulse widths, because of the simple nature and the
predictability, the fuel flow at any other pulse width which is not
at a known point can be predicted or easily extrapolated with a
fair amount of accuracy. Thus, in the prior art fuel injector
control calculations it was only necessary to store a few data
points which associated fuel flow with pulse width for each fuel
injector and then quickly extrapolate for pulse widths for which
points were not available.
[0024] However, the advanced complex fuel injectors which can be
used with the present invention do not have such predictable pulse
width versus fuel flow performance curves. For example, referring
to FIG. 3, there is shown a set of four fuel injector performance
curves 78, 80, 82, and 84 which clearly cannot be described by a
second-order polynomial. Such curves require a third-order
polynomial for controlling the performance of these advanced
complex fuel injectors. Because of the unpredictability and
complexity of these performance curves, it will be appreciated that
one cannot simply extrapolate between two desired fuel flow levels
and determine the necessary pulse width with any degree of
accuracy. The curves shown are exemplary of a third-order
polynomial and one skilled in the art will readily understand that
the injector fuel flow vs. pulse width curve is coincident with a
portion of a third order polynomial curve for a range of pulse
widths where the third order polynomial has a positive slope.
[0025] Consequently, the basic form of a third-order polynomial is
stored in read-only memory 64 of ECU 30 and then for each cylinder
the unique and specific coefficients which define a performance
curve associated with each specific fuel injector are calculated.
Then, as discussed above, by using the third-order polynomial, the
necessary pulse width for a desired fuel flow can be
determined.
[0026] Referring now to FIG. 4, a perspective view of an outboard
marine engine 100 having a fuel injected internal combustion engine
102, controlled by an ECU 104 is shown connected to a service
computer 106. In a preferred embodiment, the service computer 106
is connected to the ECU 104 with a serial cable 108. However, it is
contemplated that the service computer 106 can communicate with the
ECU 104 in any number of ways, including but not limited to, a SCSI
(Small Computer System Interface) cable and card, a USB (Universal
Serial Bus) cable and port, standard parallel connection, or with
wireless technology, such as by infrared transmissions. The service
computer 106 may be a transportable laptop, a desktop computer, a
diagnostic machine, specialized service computer, or any other
processing unit capable of executing and running a computer
program. The service computer 106 has a keyboard 110, a monitor
112, and at least one disk drive 114. The disk drive 114 can
receive an external disk or CD, or any other computer readable
storage medium 116. The ECU 104 is individually connected to each
of a number of fuel injectors 118 to control the performance of the
engine 102, as previously described.
[0027] The invention includes a system to replace fuel injector
data in the ECU 104. The system includes a service computer 106
connectable to transmit data to the ECU 104. The service computer
106 has a computer readable storage medium 116 associated therewith
and having thereon a computer program that when executed receives a
series of user inputs through the keyboard 110 or other input
interface that upon receipt and analysis ultimately leads to a
change in the fuel injector firing time. A computer program is also
supplied and will be described further with reference to FIG. 5. In
general, the computer program includes a set of instructions which,
when executed by a computer, such as the service computer 106,
causes the service computer 106 to download an identification
characteristic from the ECU 104, and read existing fuel injector
coefficient data from the ECU for the fuel injectors. The
replacement fuel injector coefficient data from the computer
readable storage medium 116 is then written to the ECU 104 for the
specific fuel injector selected by the user.
[0028] Referring now to FIG. 5, the method steps of the present
invention, together with the acts accomplished by the instructions
of the computer program, are depicted in flow chart form. Upon
initialization 120, a user, typically a service person, is prompted
for an input at 122. If, for some reason, the user does not wish to
proceed, the user can exit the program 124 by pressing a key on the
keyboard, such as the ESC key on the service computer 106. This
branch may also be followed if a time-out feature is added in case
the user does not respond to the inquiry at 122. Further, this exit
path is also desirable in the event a user wants to just confirm
that the service computer 106 is preferably communicating with a
given ECU 104 even if adjustment of the pulse width of an injector
for that particular engine 102 is not desired.
[0029] Once the user selects a cylinder 126 to adjust fuel delivery
thereto by adjusting a pulse width of a corresponding fuel
injector, the service computer 106 receives an increase/decrease
command at 128 from the user. The increase/decrease command
indicates to the service computer 106 that the user wishes to
increase or decrease fuel delivery to the identified cylinder. The
service computer then will lengthen or shorten the pulse width,
respectively, of the fuel injector associated with the engine
cylinder selected. The service computer 106 then receives the
degree of adjustment to be implemented at 130. In a preferred
embodiment, the user effectuates a change in the fuel quantity
delivered to the fuel injectors by changing the injector pulse
width, positively or negatively, in 5 .mu.s intervals. To
facilitate additional ease of effectuating the change in injector
pulse width, the present invention allows the user to make
adjustments in large increments, typically 50 .mu.s, or in smaller
increments, approximately 5 .mu.us. For example, to increase the
pulse width by 45 .mu.s, the user would select a large increment
increase of 50 .mu.s followed by a small increment decrease of 5
.mu.s, rather than selecting a small increase repeatedly or, as in
this example, nine times.
[0030] Once the service computer 106 receives the degree of
adjustment at 130 from the user, the service computer 106 modifies
the pulse width of the fuel injector of the engine cylinder
accordingly at 132. After the pulse width is modified at 132, the
service computer 106 adjusts the injector data at 134 to reflect
the modified pulse width. The adjusted injector data is then
written to the ECU of the engine at 136.
[0031] After the new injector data is written to the ECU at 136,
the user is prompted to select another cylinder at 138. If the user
desires to select another cylinder at 138, 140 the diagnostic loop
returns to 126 wherein the user is prompted to identify which
cylinder should next be modified. Alternatively, the user may
select to adjust the cylinders an equal amount simultaneously. If
the user chooses to not select another cylinder 138, 142 the
diagnostic loop 120 is terminated and the user is exited from the
program at 124.
[0032] The present invention contemplates the use of a fuel
injector of a type commonly referred to as single fluid pressure
surge direct delivery fuel injector used in gasoline engines, and
more specifically, in 2-stroke gasoline engines. One application of
such an injector is a 2-stroke gasoline outboard marine engine, as
shown in FIG. 4. These fuel injectors typically do not entrain the
gasoline in a gaseous mixture before injection. However, it will be
appreciated by those skilled in the art that the above-described
invention is equally suited for use with other types of injectors.
Another type of direct fuel delivery uses a high pressure pump for
pressuring a high pressure line to deliver fuel to the fuel
injector through a fuel rail that delivers fuel to each injector. A
pressure control valve may be coupled at one end of the fuel rail
to regulate the level of pressure of the fuel supplied to the
injectors to maintain a substantially constant pressure. The
pressure may be maintained by dumping excess fuel back to the vapor
separator through a suitable return line. The fuel rail may
incorporate nipples that allow the fuel injectors to receive fuel
from the fuel rail. Thus, in this case, a substantially steady
pressure differential, as opposed to a pressure surge, between the
fuel rail and the nipples cause the fuel to be injected into the
fuel chamber. Another example of direct fuel injection is a direct
dual-fluid injection system that includes a compressor or other
compressing means configured to provide a source of gas under
pressure to affect injection of the fuel to the engine. That is,
fuel injectors that deliver a metered individual quantity of fuel
entrained in a gaseous mixture. It is to be understood, however,
that the present invention is not limited to any particular type of
direct fuel injector.
[0033] Accordingly, the invention includes a method of servicing an
engine requiring adjustment to the fuel injector firing time that
includes identifying a fuel injector in need of adjustment by
cylinder number and establishing communication between a service
computer and an ECU of the engine. The method next includes
downloading identification of the ECU, the engine cylinder, and the
fuel injector from the ECU to the service computer, and writing
adjusted fuel injector data into the ECU for a given fuel injector
for the cylinder number identified.
[0034] The present invention has been described in terms of the
preferred embodiment, and it is recognized that equivalents,
alternatives, and modifications, aside from those expressly stated,
are possible and within the scope of the appending claims.
* * * * *